Auxiliary air-admission valve for internal-combustion engines.



c. PARISH.

' AUXILIARY AIR ADMISSION VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 21. L916.

Patented May 7,1918.

CORNELIUS PARISH, OF KINGSTON-UPON-HULL, ENGLAND.

AUXILIARY AIR-ADMISSION VALVE FOR INTERNAL-COMBUSTION ENGINES.

To all whom it may concern:

Be it known that I, CORNELIUS PAnIsH, a subject of the King of Great Britain, residing at Kingston-upon-Hull, in the county of York, England, have invented certain new and useful Improvements in Auxiliary Air-Admission Valves for Internal-Com bustion Engines, of which the following is a specification.

This invention relates to means for supp y petrol or like hydro-carbon and air produced in the carbureters of internal-combustion engines of the kind which provide the power for driving more especlally, motorcars and other road vehicles, motor bicycles, motor boats, aeroplanes and the like.

My invention ha for its object to provide improved means to be applied to the induction pipe through which the mixture of petrol or like hydro-carbon and air passes from the carbureter in which such mixture is produced, to the cylinder or explosion chamber of the engine in which it is exploded, for introducing into such mixture an additional quantity of either cold or warm air, thereby to increase the quantity of air in such mixture in proportion to the quantity of hydro-carbon used, the method of and means for introducing the additional air insuring its ready taking up. or absorp tion by the mixture produced in the carbureter, the mixture thus produced enabling considerably increased power and speed to be generated by the engine without increasing the consumption of petrol or like hydrocarbon, so efiecting a considerable saving in the cost of running the car or other vehicle or the like.

In order that my invention may be the readily understood and carried into effect, I- have appended hereunto a sheet of illustrative drawings of which Figure 1 represents a side view of an engine of the kind employed for providing the motive ower for driving a road vehicle, by. way 0 example, showing my valve connected to the induction pipe of the engine and to a sleeve secured on the exhaust pipe, Fig. 2 being an elevation of my valve and a portion of each of the pipes by which it is connected to the induction pipe and the exhaust pipe of the engine, and Fig. 3 a vertical section of Fig. 2. Figs. 2 and 3 are drawn to a larger wile than Fig. 1.

Specification of Letters Eatent.

additional air to the mixture of Patented May 7, IQIS.

Application filed November 21, 1916. Serial No. 132,551.

In carrying out my invention, I connect to the induction pipe A which connects the carbureter B with the cylinder or explosion chamber of the engine C, a valve which comprises a casting having a hollow body portion in which are an upper seat and a lower seat, the said body portion being, according to one and a convenient arrangement, in two similarly shaped parts or portions D, D the one being provided, according to one mode, with an internal and the other with an external screw thread, whereby the one will screw or turn on to the other, or according to another mode, the one being provided with an external flange d and the other with an external screw thread 03 the two portions being connected by a flanged internally screw threaded coupling E, the latter being the arrangement illustrated. A seat 03 is formed in the upper portion I) and a seat d in the lower portion D of the hollow body portion, the seat in the upper portion being provided with a cut or recess, or,,more than one, the drawing showing the upper portion fluted the top ends of the flutings providing a number of recesses or grooves d.

A steel or other suitable spherical, double cone-shaped or like body F is placed in the said hollow body portion, said ball or the like normally resting on or in the seat in the bottom of the said hollow body portion.

The grooves in the upper and outlet valve seat are shallow, and they are collectively of less area than the area of the central or main opening of the valve seat and the pipe G. These grooves provide outlets of predetermined maximum area through which the air is caused to rush at a high velocity and in the form of small jets. As the grooves are shallow and are always open to the central passage they do not become stopped up after the engine has been at work for a considerable time.

The top of the hollow body portion is connected either direct, or by a pipe G and coupling G to the induction pipe A through which the mixture of hydro-carbon and air produced in the carbureter B passes to the engine C. The end portion 9 of the pipe G is screwthreaded, and the coupling sleeve is screwed upon it. In connecting the pipe G to the pipe A, the coupling sleeve is screwed partially off the pipe G and into a screwthreaded hole in the pipe A, and no projection or obstruction is formed inside the pipe A. The bottom of such body portion has formed integral with it, or has suitably connected to it, a tubular portion H which is provided with a tap or cock J by means ofv which the passage through which air enters the bottom of the body portion can be opened and closed and controlled as required, a pipe arrangement shown consisting of a sleeve L of slightly larger diameter than that of the exhaust pipe whereby air will pass between the sleeve and the exhaust pipe and become warmed, the sleeve having an outlet L to which the pipe K is connected.

The method of connectingthe pipe K to the tubular portion H of the body portion and to the muflier or sleeve L is preferably by meansof screw couplings K and K whereby such pipe can be disconnected from the body portion, or from the mufller or sleeve, or from both, when necessary or desirable.

When the engine is running and the tap of thedevice is turned to the position for the passage therethrough to be open to the required extent, air is sucked through the device, the indrawn air forcing the ball or other suitable body off its seat in the lower part of the hollow body portion and into contact with the grooved or like seat in the upper part of such body portion and prevents the air passing to the outlet in one stream, the air being broken up by the divisions between the grooves or the like in such seat whereby it passes through the grooves or the like in the form of small jets or streams, in which form it enters the inductionpipe of the engine, in which pipe it joins the mixture of hydro-carbon and air produced in the carbureter with which it becomes quickly and thoroughly mixed, so increasing the quantity of mixture produced from a given quantity of hydro-carbon without reducing the efficiency of the mixture if the tap or cock of the device is so adjusted as to allow the most suitable quantity of air to pass through the device, the air if heated before passing through the device having the effect not only of preventing chilling or freezing of themixture but of causing quicker vaporization of the petrol or other hydro-carbon, thereby producing a mixture which will more quickly ignite and which will give more powerful explosions. The chamber inside the body portion is relatively much larger than :the valve, and its domeshaped top and the upper part of the valve form an annular converging passage for conducting the air to the small grooves in the upper valve seat which form the air into ets.

Should the atmospheric air be sufiiciently hot or warm without it' being necessary to further heat it by contact with the exhaust pipe, as may be the case in hot weather, the pipe K may be disconnected from the muffler or sleeve L on the exhaust pipe, or from the tubular portion H of the device, or from both. What I claim is: An auxiliary air admission valve, comprising a valve casing formed of an upper and a lower section each provided with a valve seat, the upper section being domeshaped and its valve seat being grooved to form air jets, means for connecting the said sections together, and a ball valve which engages with the said valve seats and which forms a converging annular passage with the top of the casing when engaging with the upper valve seat.

In testimony whereof I aflix my signature in presence of two witnesses.

CORNELIUS PARISH. Witnesses: LOUIS EDGAR KIPPAX, FRED HAROLD RHODES. 

